Alexandria's Beauregard Small Area Plan has a transportation strategy that aims to create a shift "from private autos to alternative, more sustainable modes of transportation, consistent with the City’s Transportation Master Plan." And, if successful should shift some of those trips to bikes. In order to do that the plan would build trails, bicycle lanes, sharrows, and bicycle parking while improving existing trails and slowing down car traffic on area streets.
The plan advocates
- Building a multi-use trail on Beauregard between Southern Towers and Holmes Run
- Constructing a multi-use trail on the north side of Seminary Road from Fairbanks Avenue to I-395
- Constructing a multi-use-trail along relocated Sanger Avenue
- Providing on street bicycle facilities on Mark Center Drive
In addition the plan would better utilize the Holmes Run Trail
When approaching the Plan area from the south, the primary bicycle route is the Holmes Run Trail. Trail improvements are currently programmed for the Holmes Run Trail, including the installation of a trail crossing at North Chambliss Street, improvement to the trail tunnels at I-395 and Van Dorn Street, and the crossing at North Ripley Street. A trail underpass was recently completed where the Holmes Run Trail/Eisenhower Trail crosses Eisenhower Avenue. Currently this trail lacks accessible connections to the Plan area. An off-street multi-use trail system will provide for primary north-south and east-west bicycle connectivity both within the Plan area, and to adjacent neighborhoods.
But it won't relegate cyclists to facilities
The slower design speed and urban context of the streets will encourage cyclists to “take the
lane” on all streets where appropriate. However, on-street bicycle facilities on certain streets will
include bicycle lanes to improve bicycle safety and provide a sense of security. This includes an on-street facility that will be built through the Town Center neighborhood of the Plan area. Roadway
crossings are critical to the connectivity of the bicycle network and intersections will be designed to
street the convenience, safety and comfort of cycling. Providing adequate end-of-trip facilities is a
critical component of any bicycle network and especially in transit-oriented developments.
The plan also considers bike parking
• Bicycle parking in connection with public transportation and at major stops along the Transitway;
• At homes and at workplaces;
• At shops and retail centers; and
• On public streets.
To encourage the use of the bicycle as means of transportation, off-street bike parking will be incorporated in the redevelopment. Bicycle parking areas are recommended to be located on the ground floors of buildings, close to activity to provide convenience and increase security. A combination of Class I and Class II spaces should be provided to meet this bicycle parking supply requirements. Class I bicycle parking facilities provide secure long-bicycle storage by protecting the entire bicycle, including its components and accessories against theft and inclement weather. Examples include lockers, check-in facilities, monitored bicycle parking, restricted access bicycle parking and personal storage. Class II bicycle parking facilities provide short-term bicycle parking and include bicycle racks at permit the lacking of a bicycle frame and one wheel and support the bicycle in a stable position without damage to wheels, frame or components. Class I bicycle parking is required to be provided at residential buildings, and a combination of Class I and Class II parking is required to be provided at retail and professional services uses at the school and at the fitness/ community center.
And, of course, the plan encourages expanding bike sharing into the area.